When the cargo loading plan is agreed,
the master and terminal representative should
confirm the method of cargo operations so as
to ensure no excessive stresses on the hull, tank
top and associated structures, and exchange
information to avoid any structural damage to
the ship by cargo handling equipment.

The terminal representative should
alert the master, when the cargo is heavy, or
when the individual grab loads are large, that
there may be high, localized impact loads on
the ship's structure until the tank top is
completely covered by cargo, especially when
high free-fall drops are permitted. As such
impacts have the potential for causing
structural damage, special care should be taken
at the start of the loading operation in each
cargo hold.

Special care needs to be taken with heavy
cargoes such as iron ore, scrap iron, lead and
other concentrates.on general bulk carriers with uniform hold lengths
alternate hold loading or block hold loading may be utilized to stow
high density cargoes. With such loading arrangements high shear forces
occur at the ends of the holds requiring additional strengthening of the side
shell in way of the bulkheads.

The loader chute, spout or grab should be
kept as close to the tank top as possible
and loading should be started at a low rate
until the tank top in the loading area is
covered with a layer of cargo. As the pile
builds up on that area the cargo will roll
down the pile and slowly spread over the
rest of the tank top without any heavy
impact.

Monitoring of the cargo handling
operation, and effective communication
between the terminal and ship, must be
maintained at all times, and especially during
final trimming of the ship.

Communications may be maintained by
all or any of the following:

a) Direct verbal contact between the
designated ship's officer and the terminal
representative.

Any requirement for cargo trimming
should be in accordance with the procedures of
the IMO Code of Safe Practice for Solid Bulk
Cargoes (BC Code).

The master, the terminal representative
and the loader operators at the load port should
bear the unloading of the cargo in mind while
they are loading the ship. They should, where
possible, avoid trimming cargo on to beams or
ledges from where it will be difficult or unsafe to
remove.

In order to effectively monitor the
progress of the cargo loading operation it is
essential for both the master and terminal
representative to have readily accessible
information on the total quantity loaded, as
well as the quantities per pour.

Trimming pours:

a) The loading belts should be run empty
before the 90% survey if there is any
doubt about the quantity of cargo
remaining on them.

b) Where applicable scale weights should be
checked against the draught survey
estimates of cargo loaded and cargo
remaining to be loaded, and allowances
made for the balance to be loaded.

c)The quantity of cargo to be trimmed into
the fore and aft holds should be delivered
exactly as required to ensure the ship
finishes with the required fore and aft
draughts and trim. This will ensure it will
be able to depart from the load port and
proceed to and arrive at its unloading port
safely and with the required under keel
clearance.

On completion of loading, the master
and the terminal representative should agree in
writing that the ship has been loaded in
accordance with the loading plan, including
any agreed variations.

The ship's agent should assist in preparing
the necessary documentation on completion of
loading.

Ships responsibility during cargo operation:

The ship is responsible for loading
the cargo at all times. The safety
of the ship and those onboard is
paramount. In preparing for any
cargo loading operation,
commercial understanding and cooperation with the
loading terminal is essential to ensure maximum
efficiency. The loading of the ship must be done in
accordance with the ship's instructions, not those of
the terminal. In the event of any unresolved
differences involving safe loading or the safety of the
ship after loading, in addition to advising owners agent or
operating office it is recommended that the situation
is discussed with the port safety services or the
coastguard.

Measures against shifting of bulk cargo

Generally, to prevent cargo shift, bulk cargoes with an
angle of repose less than 35° should be trimmed level
to fill spaces within the cargo hold. This is not such a
problem in bulk carriers with wing tanks designed to fill
the top spaces within the hold.

Another advantage of trimming cargoes is that it
reduces their surface area, reducing the possibility
of spontaneous combustion by cargoes such as
concentrates.

Most modern ports now use flexible extending grain
chutes capable of rotation to reach all parts of a hold.
At the final stages of loading, bulldozers can be used
to trim the cargo.
In most cases, the angle of repose is provided by the
shipper before loading. If there is any doubt, the IMSBC
code provides detailed procedures for its calculation.

What is angle of repose ?
The maximum slope angle of non-cohesive (ie, free-
flowing) granular material. It is measured as the angle
between a horizontal plane and the cone slope of the
material.

Deck officer of the watch/ cargo officer duties

During the cargo watch, as well as the normal duties
expected of an officer of the watch (OOW), the cargo officer should:

monitor the ballasting operations

monitor the discharge to ensure that the grabs and bulldozers are
not causing damage to the holds, tank tops and frames. Rough
or bad grab or ‘dozer’ handling should be reported to the terminal
authority and stopped

OOW should remain especially vigilant where cargoes are
sensitive to water damage

hopper sides and indents paint coating: damaged areas to
be repaired

attention to tank top damage and indents

tank top double bottom or side tank access lid damage. If double
bottom lids are removed to inspect the tanks, they must be
properly refitted. The condition and the fitting of the gaskets
must be checked by a competent person, and nuts should be
screwed down securely and pressure-tested before the next
cargo is loaded

hold ladders, platforms and hand rails should be in a sound and
safe condition

checks on hold piping, air vent and water ballast sounding lines,
and piping protection brackets

bilge wells, including bilge covers, strum boxes, and bilge well
valves, including non-return valves should be in a clear and sound
condition. Bilge systems are an increasing cause of wet damage
cargo claims. Non-return valves must be checked to ensure they
are fully operational. They should be included in the planned
maintenance system and formally checked every three to four
months, operations permitting. Bilge lines should be blown back
to confirm the effectiveness of the valves

bilge high-level alarms should be checked

lights and light fittings should be checked as operational. There
have been claims, including some of high value, where the ship
and the cargo have been in jeopardy after the hold lights were left
on and/or the lighting wiring was in poor condition, leading to fires
in the cargo hold or the ladder trunking. All hold lighting circuits
should be disarmed prior to loading.